Propeller pitch change mechanism



June 2, 1953 c. w. CHILLSON 2,640,552

PROPELLER PITCH CHANGE MECHANISM 1'7 Sheets-Sheet 1 Filed June 8, 1946 NVE -1- 0:2

CHARLESW CHILLSON June 2, 1953 c. w. CHILLSON 2,640,552

PROPELLER PITCH CHANGE MECHANISM Filed June 8, 1946 17 Sheets-Sheet 2 146 144 [65x0 lNVENTQ R lzarles 1 V (Va/[Jail I63 BY 3 ATTORNEY June 2, 1953 c. w. CHILLSON 2,640,552

PROPELLER PITCH CHANGE MECHANISM Filed June 8, 1946 1'? Sheets-Sheet 3 INVENTOR /zarles ETC/til ATTORNEY June 2, 1953 c. w. CHILLSON 2,640,552

PROPELLER PITCH camera MECHANISM Filed June 8, 1946 1'? Sheets-Sheet 5 IIIII'IIIIIIIIII" INVENTOR Uta/[65 Wald/[501a A'ITORNEY June 2, 1953 c. w. CHILLSON 2,640,552

PROPELLER PITCH CHANGE MECHANISM Filed June 8, 1946 17 Sheets-Sheet 6 BY k ATTORNEY June 2, 1953 c. w. CHILLSON 2,640,552

PROPELLER PITCH CHANGE MECHANISM Filed June 8, 1946 17 Sheets-Sheet 7 INVENTOR Uta/ e5 K491715012 ATTORNEY June 2, 1953 c. w. CHILLSON 2,640,552

PROPELLER PITCH CHANGE MECHANISM Filed June 8, 1946 17 Sheets-Sheet 8 June 2, 1953 c. w. CHILLSON PROPELLER PITCH CHANGE MECHANISM l7 Sheets-Sheet 9 Filed June 8, 1946 INVENTOR K/zarZs 7717116011 Y w W ATTORNEY June 2, 1953 c. w. CHILLSON PROPELLER PITCH CHANGE MECHANISM l7 Sheets-Sheet l0 5'" iff mveu'roa 'lzarles 77171176012 BY ATTORNEY Illlllllll Filed June 8, 1946 June 2, 1953 Filed June 8, 1946 C. W. CHILLSON PROPELLER PITCH CHANGE MECHANISM 1'! Sheets-Sheet 11 (kw-le 141671126012 June 2, 1953 c. w. CHILLSON PROPELLER PITCH CHANGE MECHANISM 1'7 Sheebs-Sheet l2 hhwmm g h. l l l mmk hsv

INVENTOK: Byl'lmrleq ETC/zillion IIIIIIII I mam June 2, 1953 c. WQCHILLSON PROPELLER PITCH CHANGE MECHANISM l7 Sheets-Sheet 15 Filed June 8, 1946 OECREAsE R E m a w CR 0 N G ...I-J

I I EEVERS E SWITCH AUTOMATIC 604 on MANUAL swrrcn FSATHERING sLow INCREASE INVENTOR. Charles 17 C/zz'ZLSOIz BY ATTORNEY June 2, 1953 c. w. CHILLSON PROPELLER PITCH CHANGE MECHANISM l7 Sheets-Sheet 14 Filed June 8, 1946 a m m June 1953 I c. w. CHILLSON PROPELLER PITCH CHANGE MECHANISM 17 Sheets-Sheet 15 Filed June 8, 1946 6 -5- -5- a -5- 9 mm w, mm H mm Wmmmm .E- 2- E- xa 6 fi W r2 M M INVENTOR. C/mrles WC/zillsan.

ATTORNEY June 2, 1953 c. w. CHILLSON 2,540,552

PROPELLER PITCH CHANGE MECHANISM Filed June 8, 1946 17 Sheets-Sheet 16 INVENTOR. BYC7ZQI'ZS PVC/11715012 ATTORNEY c. w. ZHILLSON' 2,640,552

PROPELLER PITCH CHANGE MECHANISM June 2, 1953 Filed June 8, 1946 17 Sheets-Sheet 17 INVENTOR (bar/9s M (6/7/5420 A ORNEY Patented June 2, 1953 UNITED STATES PATENT "OFFICE PROPELLER PITCH CHANGE MECHANISM Charles w. Chillson, Caldwell, N. J.. assignor-to Curtiss-Wright Corporation, a corporation of Delaware Application June 8, 1946, Serial No. 675,383

peller rapidly. The speed with which such pitch changes can be made depends on the forces to be overcome, such as the centrifugal blade twisting moment, the inertia of the parts, friction and the power available to effect the change. Where power is limited to an independent pitch changing motor, the motor is necessarily limited in is obtained only after overcoming starting inertia.

It is accordingly an object of the present in vention to provide a pitch changing mechanism drivable from the propeller shaft, whereby high torque is instantly available and wherein advantage may be taken of relatively low rotational speed of the several parts by arranging'the pitch changing structure so that it is subject to low stresses and low inertia loads. This enables construction of the mechanism with parts of light weight.

Another object of the invention relates to providing a pitch changing mechanism of the foregoing high torque type wherein pitch changing may be effected at a fast rate for maneuvering, or a slow rate for regulating the speed of rotation of the prime mover, the regulation being improved by the substantially instantaneous initiation and termination of changes in pitch.

Still another object of the invention is to provide a rugged light compact mechanism capable of effecting pitch changes at a high rate of speed, and adapted for mounting on the propeller shaft or hub without substantially increasing the overhang or loading thereof.

Another object of the invention is to provide a pitch changing mechanism of a unitary independent construction, and in which the various load carrying components are unitary and readily accessible for inspection.

Further objects of the invention are to provide in a pitch changing system a rugged mechanism for transmitting the power instantly from the propeller shaft to the blades, and for automati- 31 Claims. (Cl. 170160.18)

power capacity, and its effect for pitch changing 2 cally controlling and limiting the operation of the system in a highly desirable manner.

Additional objects are concerned with hydraulic and electrical control mechanism and means for featheringor unfeathering the propeller when the propeller shaft ceases rotation or drops below a prescribed speed, and other desirable or safety features enhancing the reliability and simplicity of operationlunder widely varying conditions. 1

The above and; other novel features of the invention will appear more fully;hereinafter from the following detailed description -when taken in conjunction with .the accompanying drawings.

It is expressly understood; .however,- that the drawings are employed for purposes of illustration only and are not designed as a definition of the limits of the inventlomreference being. had to the appended claims. x

In the drawings, wherein like reference characters indicate like parts: r, 1

Fig. 1 isa plan view'of the propeller and pitch changing'assembly looking downwardly-at an inclined angle, certain of the parts being cut away and, shown in section;- 4

Fig. 2 is.a section'taken substantially on the line 2--2 of Fig. 1; I

Fig. 2a, is a detailed perspective view of thrust elements illustrated in Fig. 2;

Fig. 2b is a transverse section taken on the line 2b-2b of Fig. 2 showing a splined flexible connectiom' Fig. 3 is a longitudinal axial section through the hub intergearing and speed reducer, the section being taken substantially on the lines 3-3 of Figs. 5, 6 and 10;

Fig. 4 is a transverse section taken substantially on lines 44 of Figs. 3 and 12;

Fig. 5 is a transverse section taken substantially on the lines 5-5 of Figs. 3 and, '12;

Fig. 6 is a transverse section taken substan tially on the lines 6-6 of Figs. 3 and 12;

Fig. '7 is a transverse section taken substantially on the lines (-1 of Figs. 3 and 12;

Fig. 8' is a transverse section taken substan-' tially on the lines 8-8 of Figs. 3 and 12';

Fig. 9 is a transverse section taken substantially on the.lines'9--9 of Figs. 3 and 12;

Fig. 10 is a transverse section taken substantially on the lines-l0l0 of Figs. 3 and-12;

Fig. ll'is a transverse section taken substantially on the lines lll| of Figs; 3 and 12;

Fig. 12 is a longitudinal section taken on the lines l2l2 of Figs. 6 and mi --Fig. 12a is a side elevation of-the resilient "intergearing IT! at a -Movement of the-control gear: :is transmitted spacer ring enlarged employed in the clutch and brake of Figs. 8-13;

Fig. 13 is a side elevation of the brake, parts of which are shown in section taken substantially on the lines l3-l3 of Figs. 6 and 10;

Fig. 14 is a control diagram showing the fluid pressuresystememployed;

Fig. 15- is acontrol diagranr showing the'electrical control circuits employed;

Fig. 16 is a view partly in section and partly in elevation of a modified form of the gearing;

Fig. 17 is a top plan view oitthe modified1form of Fig. 16;

Fig. 18 is a fragmentary viewrpartly in section looking generally toward the line l'8-l8 of Fig. 16, showing the clutch and associated gears;

Fig. 19 is a further modifierfiiormofi gearing illustrated partly in section;

Fig. 20 is a plan view partly in section, of the form of gearing shown irrFig. 19;

Fig;21' isa'modified control systemapplicable to the system of Figs. 19a-nd 20; and

Fig: 22 isna perspective, schematic-view, partly broken away, showing principal? "components 0 of the propeller and pitch changing assembly.

A reference to Figs. 1'- and 22' will disclose the 'generalarrangement-of a'pr'eferred' form-of the invention and servetocorrelate the various parts hereinafter descrihed' more appears a propeller hub 20',"having aplurality of bladesockets 32' for swiveliyreceiving the shanks Moi the'propeller-blades. The hub is provided with anintegr'al'sleeve 26=extendingtothe rear, withinwhichis splineda drive snafu-28. i Disposed around the sleeve are high and low speed geartrains composed'of gears 190, 198 and 200,

and gears 232 236 and- 238,-respectively, arranged on spindles 2021' 204 and 205,-supported between stationary plate 22 and'a'rearhousingwall 24.

' The gear 195' of the highspeed gear" train?! 96,

I98 and 260 is geared directiyi to-a power driven gear I 9 keyed to the hub; and gears [98 and 200 are thus power driveninreverse directions. f The gear- 232 ofthe 'low speed'gear train i'szdriven from the gear 196 through aplanetary'speedreducer I91; and'drives gears 2-36and-238 reversely with respect to each other at a relatively slow speed. Through selective operation of: any one of four hydraulic clutches 1 93. 201,-2'31. and'239 associated witheach oi'the gears I98, 2001236 and. 238, one or the other of gears 2! or 212 islcaused to drive in either direction the externally and internally toothed-control ringgear'lls .of an high 'orlow rate of speed.

through the planetary intergearing to a hub carried gear 'I 40,. whichmay be advanced or retarded at high or'lowspeed relativerto .theshub to vary the blade pitch,..transmissionrto each :blade being individually-effectedthroughimeans including gears .l38.driving throughshafts L36 and--88, a worm 55 and a worm wheel sector lit-carried by eachiblade .zshank. The=pitchmay be fixed, by

holdingring gear Hlby means of a combination hydraulic and centrifugal brake BOD-connected to gear 512. Feathering or unfeathering; when pro- -peller=rotation isat'low speed or stopped, isaccomplished through an. auxiliary motor 580 actingthroush agear 518.

Referring more particularly to. the hub, each of the blade sockets 32 is providedwith a threaded blade retention-nut v36 against which-the .outer race'members 31 of the thrust'bearing :38 bear.

The inner race member '39 of thethrust :bearing .engages a shoulderorflange 40 upon the shank detail. Therein 4 34. Within the base of each socket is arranged, upon a hub sleeve extension 4| a thrust bearing support 62 having slidingly mounted thereon upon a pad 43, a thrust bearing 44 carrying a preloading annular spring disc 46 adapted to resiliently urge the end of each of the blade shanks 34. outwardly. during non-rotation of the hub. .Any suitable packing such as 68 may bra-provided in conjunction with each of the retaining rings 36 to confine the lubricant in the thrust bearings '38. The inner race member 39 of the thrust bearand retainingring 52 may be split to facilitate mounting on the shank.

.Each of the propeller blade sockets has associated therewith a. pitch changing transmission employing bevel gears and a worm and worm wheel drive asshownin'f'igs. l, 2 and 3, driven from the individual, gears I38 enmeshed with the relatively rotatable hub carried gear I40. Each blade shank 34 has splined thereon adjacent the end flange 40, a ing-carrying a. sector:=woi:m wheel- 54, "meshin withan'hourglass worm 58. The worm wheel is heid in: position on: the... blade, at :the splines 4'! by the edge-oftheaspring ring it-which bears on the ends of the splines 4! on the worm wheel ring interior. -Iheawo'rm'ringt is secured .on the spring ringed bya lockring fii. To maintain proper tangential v alignment 'of thei-wnrm with. respect .to. theawormwheel, regardless of: blade alignment due to:b1a.de-stresses,=: the worm is journaled on bearings 84; V65 and-l0 within a shoe 58, having arcuateflanges '60 and. 61'. adapted- :to ride Within annular-grooves 62; and-i3 onopposite faces of ithe wonnwheel.

"The-bearings'ddandrfid .tsee-Fig. 2)'-bear oppositelyuponanrintermning shoulder 68 located internally ones 'end of. .the; shoe- 58, and positively: locate the awcrmxaxially with. respect to the. sheer. in one: dnecticnithrough the bearing 1 0E and shoulder :63," and :in: the other: direction through bearing: 56; tension thespindle 8:8,. and a series of thrust blocks 12, I4 and T6 threaded therearonnd 'and reacting: upon the opposite thrust'face 10d oisthe vmrm. A ductile washer of copper Bi confinedbetween an. enlarged head on the spind1ez8.8,.:the1end 04' of the worm, the inner :raceuof shearing 6B "and an adjustable knurledspindleznutm transmits thrust to the worm, while'thenut bears directly upon the bearing 66.

.The thrust: :block 16 of. theblocks 12, M and 15 engages through an annular plate I02, an annular internally and externally splined ring (04, and thence :upon theinternal dual race 1% of a thrust bearmgi8iwhichis seated against a shoulder ilflxonthe spindle =88. Thethrust bearing 18, being. confined with-respect to the worm through the tension of, spindlev 8 and the compression blocks,- plate i 02-and ringiM, is adapted to trans .mit .the .bladeturning moment-.to-the hub through a bearingand. bevel gear housing sleeve 82 positioned in an aperture 83 in an integral extension 85 of the .hub socket, the sleeve being secured between a shoulder 84 and the sleeve nut 86, and the-bearing: 18 being-'securedwithin the sleeve between a shoulder 1-80 and internal sleeve nut 8i. The thrust blocks loosely surround the spindle .88; and provide universal movement between the worm thrust face I00 and the annular thrust plate .102. As shown in Fig. 2a, block 12 is provided on one end with arcuate cylindrical faces I08 adapted to rock upon the end face 100. The opposite .end is provided with plane faces H0 adapted toengage arcuateiaces H2 on one end of the block 14, as well as lugs I20. adaptedto cooperate with lug recesses I24 on block 14. The opposite ends of block 14 are similar but rotated 90 to provide rocking motion in perpendicular planes, and the blocks 16 and 12 are identical, but maintained angularly displaced by 90 by the lugs I20 and recesses I24, the block 16 rocking upon the plate I02. The reduced central portion I28 of block 14 is provided with an annular resilient rubber-like member I32 compressed around the block and within the sleeve extension 98 of the worm to afford resilient centralization of the blocks.

In order to drive each of the worms from the relatively rotatable hub carried gear I40, and each of the gears I38, a bevel gear I43 and pinion I42, the latter driven by the gear I38 and the former splined on the spindle 88, are pro- I bearing bracket -I90 carries .antifriction balls vided. The pinion and its shaft I36 are jourtion bearing I46 is positioned behind the pinion and held in place within the housing by an internal sleeve nut I41. The shaft I36 extends to a splined connection I 31 with the gear I38, within a tubular housing I35 extending from the sleeve nut I41 to a hub mounted gear housing bulkhead MI in which the gear I38 is journaled as at I39 (see Fig. 3).

The bevel gear I43 is loosely splined upon the splined end I56 of spindle 88 to afford limited universal movement with respect thereto, and a peripheral face I53 of the gear bears against a ring bearing face I54 carried by the cover plate I52 threaded within the end I50 of the gear housing sleeve 82. A coil spring I58 bearing against shoulder 90 and gear I43 maintains the bevel gear against the cover'plate bearing face 554, and overcomes any separating couple produced between the gears I42 and I43. The cover plate I52 may be removed to permit indeinng of the gear I43 with respect to gear I42, in which case the spring I58 unmeshes the gear, moving it outward into engagement with split ring I51. The cover may be locked in any adjusted position by a spring ring I59 having a lug I6I adapted to protrude into any one of a number of slots I63. The gear I43 drives the worm 58 through the spindle 88, splined ring I04, and a universally movable internally splined sleeve I68 confined by split rings I64 between its splined engagement with the ring I64, and splines I82 on the exterior end portion of the worm end sleeve 98. Through the resiliency of the spindle 88, and the flexibility of the blocks, the worm is allowed to fioat with the blade in response to movements under stress of the blade. 9

The planetary intergearing system for transferring movements of the control gear I18 to the relatively rotatable hub carried sleeve I34 and gear I40 is best shown in Fig. 3. The planetary intergearing comprises sun gears I64 and I66 having like pitch circle diameters, the sun gear I64 being formed integral with the sleeve I34 and gear I40 and the sun gear I66 being keyed to the hub sleeve 26. A series of planet gears I68 arranged upon antifriction bearings I10 mounted on one end of stub shafts I82 secured in a ring I12 intermesh with the sun gear I64 and a fixed internal gear I14. A second set of similar planet I92 exteriorly thereof for rotatably supporting the internal gear ring I18.

Keyed also to the hub is a power gear I94 adapted to' drive the gear train (see Figs. 1, 3 and 8). composed of the intermediate gear I96 and clutch containing gears I98 and 200. The intermediate gear I96 and clutch-containing gearsI98 and 200 are rotatably supported upon hollow spindles 202, 204 and 206, respectively.

extending between the plate 22, and housing wall 24. The housing is supported from the propeller shaft through bearing 25 and the intergearing bearing including ring I12 and balls I84 and I86, and is held against rotation by connections to the engine nose 21 through a plurality of angularly spaced resilient plastic blocks such as 29 (see Fig. 12). Thering internal gear I18 is provided'on its outer periphery with gear teeth 298 in mesh with pinions M0 and 2I2 also journaled upon the spindles 204 and 206 (see Figs. 1 and 6). Thepinion 2! or the pinion 2I2 may be drivably connected to theclutch-containing gears I98 or 200 through the respective clutches contained therein to effect rotation of the internal gear ring I18 in either direction as may be selected. It will be observed that any rotation of the internal gear ring I18 by pinions 2I0 or 2I2 through selective connection to gears I98 or 200 through the respective clutches I99 or 20I, will bodily move the axes of the planet gears I16 around the hub, carrying the ring I12 and the planet gears I68 therewith. Since the planet gears. I68 are in mesh with the stationary internal gear I14, the hub sleeve I34 with its sun gear I64 will be caused to rotate at a speed above or less than the speed of rotation of the hub, thereby driving the hub carried pitch-changing transmission gear train of each of the propeller blades heretofore described. With a hub rotation up to about 1200 revolutions per minute, it will be seen that by reason of the relative sizes of the gears shown that the angle of the blades may be changed at a rate as high as 45 degrees per second. 'Since such pitch change is effected through the use of power derived from the rotating hub and the prime mover connected thereto. ample power and high torque is available to overcome blade centrifugal twisting moments and effect changes of pitch through the entire range of degrees from reverse pitch to full feather pitch in a matter of three seconds without diverting more than a few percent of the shaft power available.

' In order to provide a means of more gradually eifecting changes of pitch so that small increments of pitch change may be effected slowly to vary the load in a manner suitable to regugears I16 mounted on the opposite end of the 76 mg arranged about, planet rs 220 1'0- 

